mckenzie-martyn



Nov. 9,1926. 1,605,966

E. C. M KENZlE-MARTYN VAPORIZER CONTROL DEVICE Filed Dec. 22, 1922 Suvemtoz Q. MQXiwgLL-MW I 926 Q%M REZZQ Patented Nov. 9, 1926.

UNITED STATES PATENT OFFICE.

EDWARD C. MoKENZIE-kARTYN, SHORT HILLS, NEW JERSEY, ASSIGNOR TO STAND- ARD DEVELOPMENT COMPANY, OF NEW YORK, N. Y., A CORPORATION OI DELA- WARE.

' Application filed December 22, 1922. Serial Ho. 808,468.

This invention relates to vaporizer control devices, and will be fully understood from the following description reference being had also to the accompanying drawln which represents a central sectional wow 0 a form of apparatus contemplated.

lVhile the invention is applicable in various usages, it will be described for illustration as applied to the feeding of knock controlling agents to internal combustlon engines, and 1n the drawing the reference character 1 designates the air intake leading to a carburetor C of any desired form; the usual choker valve 3 and throttle valve 8' being provided. Extending into the Ian passage is a tube 4. with a perforated wickcage 5 carrying a wick 6 which pro ects below into a liquid container 7. Advantageously such container is attached to the tube 4 by a screw-thread joint or the like, so as to be readily detachable, such container supplying in convenient manner a chemical agent efiicient in modifying the combustion of hydrocarbon fuels to the end of checking knocking or detonation. Slidable over the wick-cage "5 is a cover or closure 8 which is attached to a diaphra 9 whose other surface is exposed to the c amber 10 which is in communication through the ipe 11 with the intake manifold. Closing t e other side of the chamber 10 is a diaphr m 12 whose inner surface carries a projectlon 13 which slides within a cylindrical projection 14 attached to the diaphragm 9, a duct 15 through the projection 13 communicating with chamber 10. The diaphragm 12 is pulled upon externally by a tension spring 16 which is adjustable by means of a thumb-screw 17, threaded in a sleeve 18 which in turn is threaded in a support 19. The sleeve 18 serves as an adjustable back-stop. for the diaphragm 12. Suitable lock means, such for example as the spring dogs 20 engaging the milled edges of the screw 17 and sleeve 18 are provided to hold these elements in the positions for which set. A li ht spring 21 between the diaphragm 9 and abutment 2 may be provided to insure holding the cover 8 properly seated when the device is'not in 0' eration. The tube 4 being screw-threade allows of adjustment of its position with respect to the closure 8, and a lock-nut 23 serves to maintain it in adjusted position.

When-the engine is at rest, the pressure in the intake manifold as communicated through pipe 11 to the sides of the diaphragms exposed in chamber 10 is not diferent from the pressure effective upon their other sides and correspondingl the spring 21 is operative unopposedly to hold the closure 8 over the wick-cage and thus prevent evaporative waste of the knock-controlling agent. When the en ine is running the pressure from the intake manifold through pipe 11 to the sides of the diaphragms exposed in chamber 10 is less than that eflt'ec-' tive upon their other sides and the diaphragm 9 is elevated so as to raise the closure 8 and allow the chemical agent supplied by the wick to be volatilized from its moist surface and carried to the engine cylinders with the fuel mixture provided by the carburetor. The amount of the c emical agent or knock controller so supplied is sufiicient to check knocking. During this time the diaphragm 12 is restrained in position by the tension spring 16; but when the engine speed runs up to a point beyond that for which the sprin 16 has been set, the pressure in the inta e manifold and inthe chamber 10 is reduced such that the diaphragm 12 is depressed, carrying down with it the projection 13 to such extent as in its extreme position to force down the diaphragm 9 and closure 8, thus cutting off the knock-controlling agent when engine conditions are such as not to require it. The diaphragm 12 may be of larger area than the diaphragm 9 in order to get this differential action of the outer dia phragm over the inner diaphra m, or irrespective of the sizes of the diap ragms, the differential action may be secured by spring adjustment. 7

Changes may be made, within the spirit and scope of the invention, it being understood that the invention is to be re arded as limited only as defined in the to owing claims, in which it is my intention to claim all inherent novelty as broadly as the prior art permits. 1

What I claim is- 1. The combination withan air intake and manifold and carburetor of an internal combustion engine, of a wick tube and a wick cage projecting into the air intake, a wick in said tube and cage, a container for li uid detachably connected to the lower en of the-wick tube, a closure slidable over the wick cage, a pressure-responsive diaphragm plying a combustion connected to said closure, :1. spring normally tending to hold said closure in its closed position, a second pressure-responsive diaphragm, a projection from said second diaphragm operative to approach and ultimately move the first mentioned diaphragm, a spring normally restraining the second diaphragm in a direction away from the first mentioned diaphragm, an adjustable back-stop for the said second diaphragm, and means for communicating the pressure effective in the intake manifold to the opposing surfaces of the two diaphragms.

2. The combination with an a1r intake and manifold and carburetor of an internal combustion engine, of a wick projecting into the air intake,means for'sup lying a liquid to said wick, a closure slidaiile over the wick a pressure responsive diaphragm connected to said closure, a second pressure-responsive diaphragm, a projection from said second diaphragm operative to approach and ultimately move the first mentioned d aphragm, a spring normally restraining the second diaphragm in a' direction away from the first mentioned diaphragm, an adjustable back-stop for the said second diaphragm, and means for communicatin the pressure effective in the intake manifol to the oppos ing surfaces of the two diaphragms.

3. The combination with an air intake and manifold and carburetor of an internal combustion engine, of a source of vapor opening into the air intake, a closure movable oversaid vapor source, a pressure-responsive diaphragm connected to said closure, a second pressure-responsive diaphragm having a projection operative to approach and ultimately move the first mentioned diaphragm, a.

spring normally-restraining the second diaphragm in a direction away from the first mentioned diaphragm, and means for com-. municating the pressure effective in the intake manifold to the opposing surfaces 01 the two diaphragms.

4. The combination with means for supmixture to an internal combustion engine, of opposed, independent- 1y movable diaphragms actuated by pressure difl'erentials prevailing inv the intake conduit of the engine, a source of knock-controll ng agent, and means actuated by said diaphragms for governing the feed of such agent.

5. The combination of a source of vapor, a closure movable over said vapor source, a pressure-responsive diaphragm connected to said closure, a second pressure-responsive diaphragm having a projection operative to approach and ultimately move the first mentioned diaphragm, means for normally restraining the second diaphragm in a direction away from the first mentioned diaphragm, and means for'communicating the pressure effective in the intake manifold of an internal combustion engine to the opposmg surfaces of the two diaphragms.

6. The combination of an opening for fluid supply, a closure movable over said,

tion engine to the opposing surfaces of the two diaphragms.

Z. The combination of an opening for flu1d supply, a closure movable over said opening, a pressure-responsive diaphragm connected to said closure, and a second pressure-responsive diaphragm operative to approach and ultimately move the tioned diaphragm.

8. Means for su plying material to the intake manifold 0 an internal combustion engine, said means comprising a source of supply, a closure therefor, diaphragm mechanism normallyspring-pressed to seat said closure, means for communicating the pressure in the intake manifold to said diaphragm wherehy upon a redetermined reduction of pressure the iaphragm moves the closure from its seat, and a second diaphragm mechanism mounted independently of the first and operable upon a predetermined further reduct on of pressure to return the closure to its seat.

9. In means for supplying a knock-controlling agent to the intake manifold of an internal combustion engine, the combination of a source of a knock-controlling agent, a closure therefor, opposed diaphragm regulating the position of said closure, a p pe connecting the intake manifold with the space between the diaphragms, and spring means adapted to control the position of the diaphragms' until predetermined pressure conditions are reached.

10. In means for supplying a knock-con trolling agent to the intake manifold of an internal combustion engine, the combination of a source of a knock-controlling agent, a chamber comprising opposed diaphragms, a closure for said source carried by one of said diaphragms, a pipe connecting the chamber with the intake manifold whereby upon reduct on of pressure in the latter said diaphragm removes the closure, means normally sustaining the second diaphragm, and an extension upon said second diaphragm adapted to engage the closure-carrying diaphragm and to depress the same when a predetermined reduction of pressure is 'produced in the chamber.

EDWARD c. MoKENZIE-MARTYN.

first men- 7 

